JP2019214232A - Steering unit for vehicle - Google Patents

Abstract

To downsize a steering unit for vehicle in an axial direction of a steering shaft, and prevent perception of a sense of abutment within a rotation permissible range of a steering wheel.SOLUTION: A steering unit for vehicle 10 includes: a main rotator 91 capable of being rotated by handling a steering wheel 11; one or plural rotated bodies 92 that have a rotation center line CL2 offset in a radial direction with respect to a rotation center line CL1 of the main rotator 91, exhibit a rotation ratio different from that of the main rotator 91, and can be driven in receipt of rotation of the main rotator 91; one or plural abutment parts 93 included in the rotated bodies 92; a first restriction part 94 that restricts a range of a rotation angle in one direction of the abutment parts 93; and a second restriction part 95 that restricts a range of a rotation angle in the other direction of the abutment parts 93.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle steering device capable of regulating a steering range of a steering wheel.

  In some vehicle steering devices, a mechanism capable of restricting a steering range is incorporated in a steering unit that generates a steering input of a steering wheel. 2. Description of the Related Art A steering apparatus for a vehicle of this type is known, for example, from Japanese Patent Application Laid-Open Publication No. H11-163,837.

  A steering apparatus for a vehicle known in Patent Literature 1 has a so-called steer-by-wire structure in which a steering unit that generates a steering input of a steering wheel and a steering unit that steers the steered wheels are mechanically separated. It is a type steering device. The vehicular steering apparatus includes an allowable rotation amount setting unit that sets an allowable left and right rotation amount with respect to a neutral position of the steering wheel. The rotation allowable amount setting means includes a moving body that moves in the axial direction of the steering shaft according to the rotation of the steering shaft, and two blocking portions located on both sides in the moving direction of the moving body. The two blocking portions define the allowable rotation range of the steering wheel. Since the moving body does not come into contact with other members before reaching the blocking section, the operator does not feel the contact feeling.

JP-A-10-194152

  The rotation allowable amount setting means disclosed in Patent Document 1 has a configuration in which the moving body moves in the axial direction of the steering shaft, and thus has a long length in the axial direction. There is room for improvement in reducing the size of the vehicle steering device in the axial direction.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a technology capable of preventing the occurrence of a contact sensation within a rotation allowable range of a steering wheel while reducing the size of an axial direction of a steering shaft of a vehicle steering apparatus.

According to the present invention, a vehicle steering device includes:
One main rotating body rotatable by steering a steering wheel;
A rotating center line radially offset from the rotating center line of the main rotating body, having a rotation ratio different from that of the main rotating body, and being driven by receiving rotation of the main rotating body. One or more sub-rotators capable of
One or more abutting portions provided on the driven rotor,
One first regulating portion for regulating a range of the rotation angle to one of the contact portions;
One second restricting portion for restricting the range of the rotation angle of the contact portion to the other,
It is characterized by including.

  In the present invention, the slave rotor is radially arranged with respect to the main rotor. Since the main rotating body and the subordinate rotating body are not arranged in series in the axial direction along the rotation center line of the main rotating body, downsizing of the steering shaft of the vehicle steering device in the axial direction can be achieved. In addition, the main rotating body can continuously drive the subordinate rotating body. For this reason, a contact sensation does not occur on the way within the allowable rotation range of the steering wheel. The downsizing of the steering shaft of the vehicle steering apparatus in the axial direction and the prevention of a contact sensation within the allowable rotation range of the steering wheel can both be achieved.

1 is a schematic view of a vehicle steering device according to a first embodiment of the present invention. FIG. 2 is a sectional view around a steering shaft shown in FIG. 1. FIG. 3 is a sectional view of the arbitrary operation range restricting device shown in FIG. 2 as viewed from an axial direction of a steering shaft. FIG. 3 is a sectional view of the operation range limit defining device shown in FIG. 2 as viewed from an output side of a steering shaft. FIG. 5 is a cross-sectional view of an arbitrary operation range restricting device of a vehicle steering device according to a second embodiment of the present invention as viewed from an axial direction of a steering shaft. FIG. 9 is a sectional view of an arbitrary operation range restricting device and an operation range limit defining device of a vehicle steering device according to a third embodiment of the present invention. FIG. 9 is a cross-sectional view of an arbitrary operation range restricting device and an operation range limit defining device of a vehicle steering device according to a fourth embodiment of the present invention. It is a figure which shows the cross-sectional structure which looked at the arbitrary operation range restricting device of the steering apparatus for vehicles by Example 5 of this invention, and the operating range limit specification device from the output side of the steering shaft, and its modification. FIG. 14 is a sectional view of an operation range limit defining device for a vehicle steering device according to a sixth embodiment of the present invention. FIG. 10 is a cross-sectional view of the operation range limit defining device shown in FIG. 9 as viewed from an output side of a steering shaft. FIG. 11 is an operation diagram of the operation range limit defining device shown in FIG. 10. It is sectional drawing of the arbitrary operation range restricting device of the steering apparatus for vehicles by Example 7 of this invention, and an operating range limit specification device. FIG. 13 is a cross-sectional view of the operation range limit defining device shown in FIG. 12 as viewed from an output side of a steering shaft. It is sectional drawing of the arbitrary operation range restricting device of the steering apparatus for vehicles and the operation range limit prescription | regulation apparatus by Example 8 of this invention. FIG. 15 is a cross-sectional view of the operation range limit defining device shown in FIG. 14 as viewed from an output side of a steering shaft. FIG. 16 is an operation diagram of the operation range limit defining device shown in FIG. 15. FIG. 14 is a sectional view of an operation range limit defining device for a vehicle steering device according to a ninth embodiment of the present invention.

  An embodiment for carrying out the present invention will be described below with reference to the accompanying drawings.

<Example 1>
First Embodiment A vehicle steering device 10 according to a first embodiment will be described with reference to FIGS. As shown in FIG. 1, a vehicle steering device 10 includes a steering unit 12 that generates a steering input of a steering wheel 11 of a vehicle, a steering unit 14 that steers left and right steered wheels 13, 13, and a steering unit. The control unit 16 includes a clutch 15 interposed between the steering unit 12 and the steering unit 14. Normally, when the clutch 15 is in the released state, the steering section 12 and the turning section 14 are mechanically separated. As described above, the vehicle steering device 10 normally turns the left and right steered wheels 13, 13 by operating the turning actuator 39 in accordance with the steering amount of the steering wheel 11 in a normal state. A steer-by-wire system (abbreviated as “SBW”) is employed.

  The steering unit 12 includes a steering wheel 11 operated by a driver, a steering shaft 21 connected to the steering wheel 11, and a reaction force application for applying a steering reaction force (reaction torque) to the steering shaft 21. And an actuator 22. The reaction force applying actuator 22 (reaction force generation unit 22) gives the driver a steering feeling by generating a steering reaction force that resists the steering force of the steering wheel 11. This reaction force applying actuator 22 is appropriately referred to as “first actuator 22”.

  The reaction force applying actuator 22 includes a reaction force motor 23 (first motor 23) that generates a steering reaction force, and a reaction force transmission mechanism 24 that transmits the steering reaction force to the steering shaft 21. The reaction force motor 23 is constituted by, for example, an electric motor. The reaction force transmission mechanism 24 is constituted by, for example, a worm gear mechanism. The worm gear mechanism 24 (reaction force transmission mechanism 24) includes a worm gear 24a provided on a motor shaft 23a of the reaction force motor 23, and a worm wheel 24b mounted on the steering shaft 21. In other words, the worm gear mechanism 24 includes a worm gear 24a driven by the reaction motor 23 and a worm wheel 24b meshed with the worm gear 24a and attached to the steering shaft 21. The steering reaction generated by the reaction motor 23 is applied to the steering shaft 21 via the reaction transmission mechanism 24.

  The steering portion 14 includes an input shaft 33 connected to the steering shaft 21 by universal joints 31, 31 and a connecting shaft 32, an output shaft 34 connected to the input shaft 33 via the clutch 15, A turning shaft 36 connected to the output shaft 34 by an operating force transmission mechanism 35, and left and right turning wheels connected to both ends of the turning shaft 36 via tie rods 37, 37 and knuckles 38, 38. 13, 13 and a turning actuator 39 for applying turning power to the turning shaft 36. This steering actuator 39 is appropriately referred to as “second actuator 39”.

  The operation force transmission mechanism 35 is configured by, for example, a rack and pinion mechanism. The rack and pinion mechanism 35 (operation force transmission mechanism 35) includes a pinion 35a provided on the output shaft 34 and a rack 35b provided on the steered shaft 36. The steered shaft 36 is movable in the axial direction (vehicle width direction).

  The turning actuator 39 includes a turning power motor 41 (second motor 41) that generates turning power, and a turning power transmission mechanism 42 that transmits turning power to the turning shaft 36. The turning power generated by the turning power motor 41 is transmitted to the turning shaft 36 by the turning power transmission mechanism 42. As a result, the steered shaft 36 slides in the vehicle width direction. The steered power motor 41 is configured by, for example, an electric motor.

  The steering power transmission mechanism 42 includes, for example, a belt transmission mechanism 43 and a ball screw 44. The belt transmission mechanism 43 is hung on a drive pulley 45 provided on the motor shaft 41 a of the steered power motor 41, a driven pulley 46 provided on a nut of the ball screw 44, and the drive pulley 45 and the driven pulley 46. Belt 47. The ball screw 44 is a kind of a conversion mechanism that converts a rotary motion into a linear motion, and transmits the driving force generated by the steering power motor 41 to the steering shaft 36. The steered power transmission mechanism 42 is not limited to the configuration of the belt transmission mechanism 43 and the ball screw 44, and may be, for example, a worm gear mechanism or a rack and pinion mechanism.

  The control unit 16 outputs detection signals from a steering angle sensor 51, a steering torque sensor 52, a motor rotation angle sensor 53, an output shaft rotation angle sensor 54, a vehicle speed sensor 55, a yaw rate sensor 56, an acceleration sensor 57, and other various sensors 58, respectively. In response, current is applied to the clutch 15, the reaction force motor 23, the turning power motor 41, and a solenoid 82 described later.

  The steering angle sensor 51 detects a steering angle of the steering wheel 11. The steering torque sensor 52 detects a steering torque generated on the steering shaft 21. The motor rotation angle sensor 53 detects the rotation angle of the reaction motor 23. The output shaft rotation angle sensor 54 detects the rotation angle of the output shaft 34 having the pinion 35a. The vehicle speed sensor 55 detects a wheel speed of the vehicle. The yaw rate sensor 56 detects a yaw angular velocity (angular velocity of yaw motion) of the vehicle. The acceleration sensor 57 detects the acceleration of the vehicle. The other various sensors 58 include a rotation angle sensor that detects the rotation angle of the steered power motor 41. This rotation angle sensor is constituted by, for example, a resolver provided in the steering power motor 41.

  FIG. 2 shows a cross-sectional configuration around the steering shaft 21. The steering shaft 21 passes through the housing 61 and is rotatably supported by the housing 61 by bearings 62 and 63. The steering shaft 21 includes a tubular first shaft 21a to which the steering wheel 11 (see FIG. 1) can be attached at one end, a second shaft 21b integrally provided at the other end of the first shaft 21a, And a cylindrical third shaft 21c having one end fitted into the second shaft 21b so as to be relatively rotatable. A universal joint 31 (see FIG. 1) is connected to the other end of the third shaft 21c.

  The second shaft 21b and the third shaft 21c are connected to each other by a torsion bar 71. The torsion bar 71 is a member that literally generates a torsion angle with respect to the torque, and generates a relative torsional displacement between the second shaft 21b and the third shaft 21c. The shafts 21a, 21b, 21c and the torsion bar 71 are located concentrically.

  The steering torque sensor 52 is housed in the housing 61, and is arranged in the steering shaft 21 closer to the steering wheel 11 than the reaction force transmission mechanism 24. With this arrangement, the steering torque (steering load) can be detected by the steering torque sensor 52.

  The steering torque sensor 52 is a so-called torsion bar type torque sensor that detects a steering torque generated on the steering shaft 21 by detecting a relative torsion angle between the second shaft 21b and the third shaft 21c. The steering torque sensor 52 comprises the torsion bar 71, the slider 72, the inductance type sensor 73, and the slider spring compression spring 74. The slider 72 is bridged between the second shaft 21b and the third shaft 21c, and is displaceable in the axial direction according to a relative torsional displacement between the second shaft 21b and the third shaft 21c. The displacement of the slider 72 is proportional to the torque, and the displacement is converted into an electric signal by the variable inductance sensor 73. Note that the steering torque sensor 52 is not limited to a torsion bar type torque sensor, and may be configured by, for example, a magnetostrictive torque sensor.

  The reaction force transmission mechanism 24 is housed in the housing 61. The worm wheel 24b is attached to a third shaft 21c of the steering shaft 21.

  As shown in FIG. 1, the vehicle steering device 10 further defines an arbitrary operation range restricting device 80 that can restrict the steering range of the steering wheel 11 arbitrarily and a “limit” of the steering range of the steering wheel 11. Operating range limit specifying device 90 for performing the operation. The optional operation range restricting device 80 and the operation range limit specifying device 90 are interposed between the steering torque sensor 52 in the steering section 12 and the clutch 15. For example, the arbitrary operation range restricting device 80 and the operation range limit specifying device 90 are disposed on both axial sides of the steering shaft 21 with respect to the worm wheel 24b, and are housed in the housing 61 (see FIG. 2). Hereinafter, the arbitrary operation range restricting device 80 and the operation range limit specifying device 90 will be described in detail.

  The arbitrary operation range restricting device 80 can arbitrarily change the steering range of the steering wheel 11 according to the running state of the vehicle and the state of the steering device. For example, when the load on the steering unit 14 is equal to or greater than a predetermined value (overload), or when the steering unit 14 is in an overload state and the position of the steering shaft 36 is equal to or greater than a specified value. The arbitrary operation range restricting device 80 restricts the steering range of the steering wheel 11.

  This overload can occur, for example, in the following situations: When the steered wheel 13 hits an obstacle such as a curb, the load on the steered unit 14 increases. In this situation, if the turning operation of the steering wheel 11 is continued, a large load is applied to the clutch 15 and the reaction force applying actuator 22.

  In the related art, when the steered wheels 13 are stuck or hit an obstacle such as a curb, the control unit 16 engages the clutch 15 or causes the driver to perform steering operation so that the driver can perceive the obstacle. It generated reaction force that was impossible. Therefore, since the turning portion 14, the clutch 15, and the reaction force applying actuator 22 need to have a strength capable of withstanding a large load, the size tends to be inevitably increased.

  On the other hand, in the present embodiment, the arbitrary operation range restricting device 80 that has received the control signal from the control unit 16 restricts the steering range so as to prevent the steering wheel 11 from being turned further. As a result, a large load is not applied to the clutch 15 and the reaction force applying actuator 22. The size of the clutch 15 and the reaction force applying actuator 22 can be reduced.

  FIG. 3 shows a configuration of the arbitrary operation range restricting device 80 shown in FIG. 2 as viewed from the axial direction of the steering shaft 21. As shown in FIGS. 2 and 3, the arbitrary operation range restricting device 80 includes a locking wheel 81 and a restricting portion 82 that can be engaged with the locking wheel 81.

  The lock wheel 81 is rotatable by the steering wheel 11 (see FIG. 1), and is attached to, for example, the steering shaft 21 (more specifically, the third shaft 21c). The locking wheel 81 is a disk-shaped member having a plurality of teeth 81a. The plurality of teeth 81a are arranged at a constant pitch in the rotation direction with respect to the outer peripheral surface of the locking wheel 81.

  The restricting section 82 is constituted by, for example, a solenoid. Hereinafter, the restricting portion 82 is appropriately referred to as “solenoid 82”. The solenoid 82 is positioned so that the plunger rod 82a can move forward and backward toward the center line CL1 of the steering shaft 21. The distal end portion 82b of the plunger rod 82a can directly engage with the teeth 81a of the locking wheel 81. That is, the distal end portion 82b of the plunger rod 82a corresponds to an engaging portion that can restrict the rotation range of the locking wheel 81 by engaging with the locking wheel 81. Hereinafter, the distal end portion 82b of the plunger rod 82a is appropriately referred to as an "engaging portion 82b".

  As shown in FIGS. 2 and 4, the operation range limit defining device 90 includes one main rotating body 91, one subsidiary rotating body 92, a contact portion 93, a first regulating portion 94, and a second regulating portion. 95. The combination structure of the main rotator 91 and the sub rotator 92 is constituted by a gear mechanism. The main rotator 91 and the sub rotator 92 are parallel shaft gears. Note that, due to circumstances such as the space of a vehicle on which the vehicle steering device 10 is mounted, the main rotating body 91 and the subordinate rotating body 92 are not parallel shaft gears. For example, a parallel shaft gear using a bevel gear is used. There may be no configuration.

  The main rotating body 91 is rotatable by the steering wheel 11 (see FIG. 1), and is constituted by, for example, an external gear mounted on the steering shaft 21 (more specifically, the third shaft 21c).

  The sub-rotating body 92 is formed of an annular internal gear that can mesh with the external gear (main rotating body 91), and is rotatably supported by the housing 61 by a bearing 96. The sub rotator 92 has a rotation center line CL2 radially offset from the center line CL1 of the steering shaft 21, and has a predetermined rotation ratio (reduction ratio in the first embodiment) by the main rotator 91. It is possible to drive continuously. The number of teeth of the internal gear is larger than the number of teeth of the external gear. The reduction ratio (reciprocal of the gear ratio) of the internal gear to the external gear is arbitrarily set and is, for example, 2 to 3. As a result, the angular velocity of the sub rotator 92 is lower than the angular velocity of the main rotator 91.

  The center line CL1 of the steering shaft 21 is also the rotation center line CL1 of the main rotating body 91. Hereinafter, the center line CL1 of the steering shaft 21 will be appropriately referred to as “main rotation center line CL1”. In addition, the rotation center line CL2 of the sub-rotor 92 is appropriately referred to as “sub rotation center line CL2”.

  The contact portion 93 protrudes from the side surface 92 a of the subordinate rotating body 92 toward the inner wall surface 61 a of the housing 61. The first restricting portion 94 and the second restricting portion 95 protrude from the inner wall surface 61 a of the housing 61 toward the side surface 92 a of the subordinate rotating body 92. The positions of the first restricting portion 94 and the second restricting portion 95 are located on the rotation locus of the contact portion 93 with reference to the sub rotation center line CL2.

  As shown in FIG. 4, when viewing the operation range limit defining device 90 from the axial direction of the steering shaft 21, a straight line Ls passing through the main rotation center line CL1 and the sub rotation center line CL2 is referred to as a “reference line Ls”. That.

  The neutral position Pn of the contact portion 93 with respect to the subordinate rotating body 92 corresponds to the neutral position of the steering wheel 11 (see FIG. 1).

  Here, the steering of the steering wheel 11 (see FIG. 1) by the driver in the direction of increasing the steering angle is referred to as “turning-up operation”. When the driver steers the steering wheel 11 in the direction of decreasing the steering angle (neutral direction) after the turning-up operation, it is referred to as a "turning-back operation".

  The first restricting portion 94 (first stopper 94) is set at a position that restricts the range of the rotation angle of the contact portion 93 to one side. The second regulating portion 95 (second stopper 95) is set at a position that regulates the range of the rotation angle of the contact portion 93 to the other.

  When the steering wheel 11 is operated by turning the steering wheel 11 from the neutral position to the right to the maximum steering angle, the contact portion 93 rotates from the neutral position Pn to the right (the direction of the arrow R1) from the neutral position P1 to the right regulation position P1 by the maximum angle θ1. Further rotation is regulated by the regulating section 94. On the other hand, when the steering wheel 11 is operated by turning the steering wheel 11 from the neutral position to the left to the maximum steering angle, the contact portion 93 turns from the neutral position Pn to the left (in the direction of the arrow R2) to the left regulation position P2 to the maximum angle θ2, Further rotation is restricted by the second restricting portion 95.

<Example 2>
Second Embodiment A vehicle steering device 10A according to a second embodiment will be described with reference to FIG. FIG. 5 is shown corresponding to FIG. In the vehicle steering device 10A of the second embodiment, the arbitrary operation range restriction device 80A of the vehicle steering device 10 of the first embodiment shown in FIG. 3 is changed to an arbitrary operation range restriction device 80A shown in FIG. Since the other configuration is the same as that of the first embodiment, the description is omitted.

  An arbitrary operation range restricting device 80A according to the second embodiment has a configuration in which a swing lever 83 and a biasing member 84 are combined with the locking wheel 81 and the solenoid 82, and is housed in a housing 61. The restricting portion 82 according to the second embodiment includes a configuration in which a swing lever 83 and an urging member 84 are combined.

  The swing lever 83 is a substantially bar-shaped member whose center portion is swingably supported on the housing 61 by a support shaft 85, and restricts the rotation range of the lock wheel 81 by engaging with the lock wheel 81. It is possible to do. The swing lever 83 has a stopper 83a at one end (first end) and a driven lever 83b at the other end (second end). The stopper portion 83a is a hook-shaped portion that engages with each tooth 81a of the locking wheel 81, and can protrude and retract from a plurality of tooth grooves 81b (between the teeth 81a, 81a). Hereinafter, the swing lever 83 is appropriately referred to as an “engaging portion 83”.

  The solenoid 82 is configured by a pull-type solenoid that retracts the plunger rod 82a by exciting an exciting coil (not shown). By pulling the driven lever 83b by the plunger rod 82a, the stopper portion 83a of the swing lever 83 can be engaged with each tooth 81a of the locking wheel 81.

  The biasing member 84 biases the swing lever 83 in the release direction with respect to the locking wheel 81, and is configured by, for example, a “torsion coil spring”.

<Example 3>
Third Embodiment A vehicle steering device 10B according to a third embodiment will be described with reference to FIG. FIG. 6 is shown corresponding to FIG. The vehicle steering device 10B of the third embodiment is different from the arbitrary operation range restricting device 80B of the vehicle steering device 10 of the first embodiment shown in FIGS. This embodiment is characterized by being changed, and the other configuration is the same as that of the first embodiment.

  The arbitrary operation range restricting device 80B of the third embodiment is combined with the operation range limit specifying device 90. Therefore, it is possible to reduce the size and the number of parts of the vehicle steering device 10B.

  More specifically, the main rotating body 91 also serves as the locking wheel 81 of the first embodiment (see FIG. 2). On the side surface 91a of the main rotating body 91, a plurality of unevennesses 91b having an equal pitch are arranged in a circumferential direction with respect to the main rotation center line CL1. The plurality of concavities and convexities 91b are configured by concave portions that are recessed from the side surface 91a of the main rotating body 91 or convex portions that protrude from the side surface 91a. The pitch of the plurality of irregularities 91b corresponds to the pitch of each tooth 81a of the locking wheel 81. The combination structure of the solenoid 82, the swing lever 83, and the urging member 84 that engages with and disengages from the plurality of irregularities 91b is the same as the configuration of the second embodiment shown in FIG. ing.

<Example 4>
Fourth Embodiment A vehicle steering device 10C according to a fourth embodiment will be described with reference to FIG. FIG. 7 is shown corresponding to FIG. In the vehicle steering device 10C of the fourth embodiment, the arbitrary operation range restricting device 80B of the vehicle steering device 10B of the third embodiment shown in FIG. 6 is changed to an arbitrary operation range restricting device 80C shown in FIG. Since the other configuration is the same as that of the first embodiment, the description is omitted.

  The arbitrary operation range restricting device 80C of the fourth embodiment is combined with the reaction force transmission mechanism 24 (worm gear mechanism 24). Therefore, it is possible to reduce the size and the number of parts of the vehicle steering device 10C.

  More specifically, the worm wheel 24b also serves as the locking wheel 81 of the first embodiment (see FIG. 2). On the side surface 24b1 of the worm wheel 24b, a plurality of concavities and convexities 24b2 having an equal pitch are arranged in the circumferential direction with respect to the main rotation center line CL1. The plurality of concavities and convexities 24b2 are constituted by concave portions that are recessed from the side surface 24b1 of the worm wheel 24b or convex portions that protrude from the side surface 24b1. The pitch of the plurality of irregularities 24b2 corresponds to the pitch of each tooth 81a of the locking wheel 81. The structure of the combination of the solenoid 82, the swing lever 83, and the urging member 84 that engages with and disengages from the plurality of irregularities 24b2 is the same as the configuration of the third embodiment shown in FIG. ing.

  The arbitrary operation range restricting device 80C may have a configuration of a modified example shown by imaginary lines in FIG. That is, the arbitrary operation range restricting device 80C is configured by a combination structure of the teeth of the worm wheel 24b and the solenoid 82 shown in FIG. The solenoid 82 is positioned so that the plunger rod 82a can move forward and backward toward the center line CL1 of the steering shaft 21. The tip of the plunger rod 82a can directly engage the teeth of the worm wheel 24b. That is, by engaging the tip of the plunger rod 82a with the worm wheel 24b, the rotation range of the worm wheel 24b can be regulated.

<Example 5>
Fifth Embodiment A vehicle steering device 10D according to a fifth embodiment will be described with reference to FIG. FIG. 8A is shown corresponding to FIG. The vehicle steering device 10D according to the fifth embodiment is characterized in that the vehicle steering device 10 according to the first embodiment shown in FIGS. 1 to 4 is changed to the following two modifications. The description is omitted because it is the same as Example 1.

  A first change is that the arbitrary operation range restricting device 80 of the first embodiment shown in FIGS. 2 and 3 is changed to an arbitrary operation range restricting device 80D shown in FIG. 8A. A second change is that the slave rotor 92 of the operation range limit defining device 90 of the first embodiment shown in FIGS. 2 and 4 is replaced by a slave rotor of the operation range limit defining device 90D shown in FIG. That is, it has been changed to 92D.

  First, the operation range limit specifying device 90D will be described. The secondary rotating body 92D of the operation range limit defining device 90D is constituted by the same "external gear" as the primary rotating body 91, and is rotatably supported by the housing 61 by the shaft 97D. The center line of the shaft 97D matches the auxiliary rotation center line CL2. The main rotator 91 can continuously drive the sub rotator 92D with a predetermined rotation ratio (reduction ratio in the first embodiment). The number of teeth of the secondary rotating body 92A is larger than the number of teeth of the main rotating body 91. The reduction ratio (reciprocal of the gear ratio) of the slave rotor 92D to the main rotor 91 is set arbitrarily, and is, for example, the same as the reduction ratio of the slave rotor 92D to the main rotor 91.

  The optional operation range restricting device 80D is combined with the operation range limit specifying device 90D. Therefore, it is possible to reduce the size and the number of parts of the vehicle steering device 10C.

  More specifically, the main rotating body 91 composed of the external gear also serves as the locking wheel 81 of the first embodiment (see FIG. 3). The solenoid 82 is positioned so that the plunger rod 82a can move forward and backward toward the center line CL1 of the steering shaft 21. The tip portion 82b (engaging portion 82b) of the plunger rod 82a can directly engage with the teeth of the main rotating body 91. That is, the engagement range 82 b can regulate the rotation range of the main rotating body 91 by engaging with the main rotating body 91.

<Modification of Embodiment 5>
A modification of the vehicle steering device 10D according to the fifth embodiment will be described with reference to FIG. The main rotating body 91 of the modified example has a configuration that does not double as the locking wheel 81 (see FIG. 3). That is, in the modified example, the worm wheel 24b, the locking wheel 81, and the main rotating body 91 shown in FIG. 2 are all integrally formed as shown in FIG. ), Is characterized. In this way, all the members 24b, 81, and 91 are integrated into one, so that the number of parts is small.

<Example 6>
Sixth Embodiment A vehicle steering device 10E according to a sixth embodiment will be described with reference to FIGS. FIG. 9 is shown corresponding to FIG. FIG. 10 is shown corresponding to FIG. The vehicle steering device 10E of the sixth embodiment is different from the operation range limit defining device 90 of the vehicle steering device 10 of the first embodiment shown in FIGS. 1 to 4 in that the operation range limit defining device 90 shown in FIGS. It is characterized by being changed to the device 90E, and the other configuration is the same as that of the first embodiment, so that the description is omitted.

  The operating range limit defining device 90E of the sixth embodiment includes one main rotating body 91E, two slave rotating bodies 92E1, 92E2, two contact portions 93E1, 93E2, one first regulating portion 94E, and one second regulating member. And a unit 95E. As appropriate, one of the two sub-rotors 92E1 and 92E2 will be referred to as “first sub-rotator 92E1” and the other will be referred to as “second sub-rotator 92E2”. In addition, one of the two contact portions 93E1 and 93E2 is appropriately referred to as a “first contact portion 93E1”, and the other is referred to as a “second contact portion 93E2”.

  The main rotator 91E and the sub rotators 92E1 and 92E2 are external gears. The main rotating body 91E is rotatable by the steering wheel 11 (see FIG. 1), and is attached to, for example, a steering shaft 21 (more specifically, a third shaft 21c). Each of the driven rotors 92E1 and 92E2 has a sub-rotation center line CL2 and CL2, and is rotatably supported by the housing 61 by shafts 98E and 98E, respectively.

  As shown in FIG. 10, a straight line Lo orthogonal to the main rotation center line CL1 is referred to as “orthogonal line Lo”. The first slave rotor 92E1, the first contact portion 93E1, and the first regulating portion 94E are located on one side with respect to the orthogonal line Lo. In addition, the second driven rotor 92E2, the second contact portion 93E2, and the second regulating portion 95E are located on the other side with respect to the orthogonal line Lo.

  The slave rotors 92E1 and 92E2 are individually meshed with the main rotor 91E, and are continuously driven by the main rotor 91E at a predetermined rotation ratio (in the sixth embodiment, the speed increasing ratio). It is possible. The rotation ratio (reciprocal of the gear ratio) of each of the slave rotors 92E1 and 92E2 with respect to the main rotor 91E is arbitrarily set, and is, for example, 0.33 to 3. In the sixth embodiment, it is 2. As a result, the angular velocities of the sub rotators 92E1 and 92E2 are higher than the angular velocities of the main rotator 91E.

  The two contact portions 93E1 and 93E2 are individually provided for each of the driven rotors 92E1 and 92E2. That is, when the steering wheel 11 is at the neutral position, the contact portions 93E1 and 93E2 are located at the neutral positions Pn1 and Pn1.

  For example, disc-shaped mounting boards 99Ea, 99Ea are provided on the side surfaces of the respective sub-rotating bodies 92E1, 92E2. The contact portions 93E1 and 93E2 extend outward from the mounting boards 99Ea and 99Ea to the radial outer sides of the slave rotors 92E1 and 92E2. As described above, the contact portions 93E1 and 93E2 may be provided on the respective slave rotors 92E1 and 92E2 via connection members such as the mounting boards 99Ea and 99Ea, or the contact portions 93E1 may be provided on the respective slave rotors 92E1 and 92E2. , 93E2 may be directly provided by press-fitting, screwing, bonding, or the like, or each of the driven rotors 92E1, 92E2 and the contact portions 93E1, 93E2 may be integrally formed.

  As shown in FIG. 10, a straight line Ls1 passing through the main rotation center line CL1 and the sub rotation center line CL2 of the first subordinate rotating body 92E1 when the operation range limit defining device 90E is viewed from the axial direction of the steering shaft 21. Is referred to as “first reference line Ls1”. A straight line Ls2 passing through the main rotation center line CL1 and the sub rotation center line CL2 of the second subordinate rotator 92E2 is referred to as a “second reference line Ls2”.

  The restricting portions 94E and 95E are located apart from each other by a fixed angle β in the rotational direction, and are provided on the main rotating body 91E. That is, when the steering wheel 11 is at the neutral position, the restricting portions 94E and 95E are located at the neutral positions Pn1 and Pn1.

  For example, a disk-shaped mounting plate 99Eb is provided on a side surface of the main rotating body 91E. Each of the restricting portions 94E and 95E extends from the mounting board 99Eb to the outside of the main rotating body 91E with respect to the main rotation center line CL1 of the main rotating body 91E. The first restricting portion 94E (first stopper 94E) is set at a position that restricts the range of the rotation angle of the first contact portion 93E1 to one side. The second regulating portion 95E (second stopper 95E) is set at a position that regulates the range of the rotation angle of the second contact portion 93E2 to the other.

  FIG. 11A illustrates the operation when the main rotating body 91E rotates rightward. FIG. 11B illustrates an operation when the main rotating body 91E rotates leftward. As shown in FIGS. 11A and 11B, when the main rotator 91E rotates, the slave rotators 92E1 and 92E2 rotate in the opposite direction to the main rotator 91E.

  For example, when the steering wheel 11 is operated by turning the steering wheel 11 from the neutral position to “right” up to the maximum steering angle, as shown in FIG. 10, the main rotating body 91E and each of the restriction portions 94E and 95E move rightward from the neutral position Pn2 ( (Direction of arrow R1). At the same time, the contact portions 93E1 and 93E2 rotate leftward (in the direction of arrow R2) from the neutral position Pn1. The angular velocity of the first contact portion 93E1 rotating with the first subordinate rotator 92E1 is higher than the angular velocity of the first regulating portion 94E rotating with the main rotator 91E.

  As shown in FIG. 11A, when the first restricting portion 94E has turned from the neutral position Pn2 rightward to the right restricting position P1E by the maximum angle θE, the first restricting portion 94E is positioned on the rear surface in the rotation direction of the first restricting portion 94E. The first contact portion 93E1 contacts. For this reason, the rotation of the first contact portion 93E1 having a high angular velocity is restricted by the first restricting section 94E having a low angular velocity. That is, although the first contact portion 93E1 rotates leftward (the direction of the arrow R2), further rotation is restricted by the first restricting portion 94E. As a result, the rotation of the first subordinate rotator 92E1 and the main rotator 91E meshing with the first subordinate rotator 92E1 is restricted.

  On the other hand, when the steering wheel 11 is turned from the neutral position to the left to the maximum steering angle and operated to increase, as shown in FIG. 10, each of the restricting portions 94E and 95E moves from the neutral position Pn2 to the left (in the direction of the arrow R2). spin. At the same time, the contact portions 93E1 and 93E2 rotate rightward (in the direction of arrow R1) from the neutral position Pn1.

  As shown in FIG. 11B, when the second restricting portion 95E has turned from the neutral position Pn2 leftward to the left restricting position P2E by the maximum angle θE, the second restricting portion 95E is positioned on the rear surface in the rotation direction of the second restricting portion 95E. The second contact portion 93E2 is in contact. Therefore, the rotation of the second contact portion 93E2 is restricted by the second restriction portion 95E. That is, although the second contact portion 93E2 rotates rightward, further rotation is restricted by the second restricting portion 95E. As a result, the rotation of the second subordinate rotator 92E2 and the main rotator 91E meshing with the second subordinate rotator 92E2 is restricted.

  When the first sub-rotating member 92E1 and the second sub-rotating member 92E2 are decelerated, the first restricting portion 94E and the second restricting portion 95E catch up with the first contact portion 93E1 and the second contact portion 93E2. With the contact structure, the rotation of the main rotating body 91E can be limited.

  In order to more reliably restrict the rotation of the two contact portions 93E1 and 93E2 by the two restricting portions 94E and 95E, each of the two contact portions 93E1 and 93E2 and the two restricting portions 94E and 95E may be used. Preferably, the length is as long as possible. Further, it is preferable that the rotation ratio of each of the slave rotors 92E1 and 92E2 with respect to the main rotor 91E is as large as possible.

<Example 7>
Seventh Embodiment A vehicle steering device 10F according to a seventh embodiment will be described with reference to FIGS. FIG. 12 is shown corresponding to FIG. FIG. 13 corresponds to FIG. 10 described above. The vehicle steering device 10F of the seventh embodiment is different from the vehicle steering device 10E of the sixth embodiment shown in FIGS. 9 and 10 in that the operation range limit defining device 90E of the vehicle steering device 10E shown in FIGS. This embodiment is characterized in that the apparatus is changed to an apparatus 90F, and the other configuration is the same as that of the sixth embodiment, and the description is omitted.

  The operation range limit defining device 90F includes two transmission gears 101, 101 interposed between the main gear 91E and the two subordinate rotating bodies 92E1, 92E2, respectively. These transmission gears 101, 101 are external gears that have rotation center lines CL3, CL3 and are rotatably supported by the housing 61 by shafts 102, 102, respectively. Therefore, the rotation directions of the angular sub-rotators 92E1 and 92E2 are the same as the rotation direction of the main gear 91E. The number of teeth of these transmission gears 101, 101 is, for example, the same as the number of teeth of the two driven rotors 92E1, 92E2.

  The length and position of the first contact portion 93E1 and the first restricting portion 94E are set so that the first contact portion 93E1 and the first restricting portion 94E come into contact with each other when the main gear 91E rotates rightward (in the direction of the arrow R1). The length and the position of the second contact portion 93E2 and the second regulating portion 95E are set such that the second contact portion 93E2 and the second regulating portion 95E come into contact with each other when the main gear 91E turns to the left (the direction of the arrow R2).

  Further, in the vehicle steering device 10F of the seventh embodiment, an arbitrary operation range restricting device 80F is combined with an operation range limit specifying device 90F, as in the fifth embodiment shown in FIG. Therefore, the size of the vehicle steering device 10F can be reduced.

  The optional operation range restricting device 80F includes a solenoid 82 and a main rotating body 91E. More specifically, the main rotating body 91E also serves as the locking wheel 81 of the first embodiment (see FIG. 3). The solenoid 82 is positioned so that the plunger rod 82a can move forward and backward toward the center line CL1 of the steering shaft 21. The distal end portion 82b (engaging portion 82b) of the plunger rod 82a can directly engage the teeth of the main rotating body 91E. That is, the distal end portion 82b of the plunger rod 82a can regulate the rotation range of the main rotating body 91E by engaging with the main rotating body 91E.

<Example 8>
Eighth Embodiment A vehicle steering device 10G according to an eighth embodiment will be described with reference to FIGS. 14 to 16. FIG. 14 corresponds to FIG. 9 described above. FIG. 15 is shown corresponding to FIG. The vehicle steering device 10G of the eighth embodiment is obtained by changing the vehicle steering device 10E of the sixth embodiment shown in FIGS. 9 and 10 to an operation range limit defining device 90G shown in FIGS. The feature is the same as that of the sixth embodiment, and the description is omitted.

  The operation range limit defining device 90G according to the eighth embodiment includes one main rotating body 91G, two subsidiary rotating bodies 92G1, 92G2, two contact portions 93E1, 93E2, one first regulating portion 94E, and one second regulating member. And a unit 95E. The combination structure of the main rotator 91G and the sub rotators 92G1 and 92G2 is constituted by a belt-type transmission mechanism.

  The main rotating body 91G is rotatable by a steering wheel 11 (see FIG. 1), and is attached to, for example, a steering shaft 21 (more specifically, a third shaft 21c). Each of the sub-rotating members 92G1 and 92G2 has sub-rotation center lines CL2 and CL2 parallel to the main rotation center line CL1, and is rotatably supported by the housing 61 by shafts 98E and 98E, respectively.

  More specifically, the main rotating body 91G is a main pulley constituted by pulleys. Each of the driven rotors 92G1 and 92G2 is a driven pulley constituted by a pulley. An endless member 111 (for example, a belt 111) is hung between the main rotating body 91G (main pulley 91G) and each of the slave rotating bodies 92G1 and 92G2 (each of the slave pulleys 92G1 and 92G2). For example, the main pulley 91G and the slave pulleys 92G1 and 92G2 are toothed pulleys, and the endless member 111 is a toothed belt. The endless member 111 may maintain a predetermined tension by a tension pulley 112 as necessary.

  As appropriate, one of the two sub-rotors 92G1 and 92G2 will be referred to as a "first sub-rotator 92G1" and the other will be referred to as a "second sub-rotator 92G2". In addition, one of the two contact portions 93E1 and 93E2 is appropriately referred to as a “first contact portion 93E1”, and the other is referred to as a “second contact portion 93E2”.

The first driven rotor 92G1, the first contact portion 93E1, and the first restricting portion 94E are located on one side with respect to the orthogonal line Lo. Further, the second subordinate rotating body 92G2, the second contact portion 93E2, and the second regulating portion 95E are located on the other side with respect to the orthogonal line Lo.

  The slave rotators 92G1 and 92G2 can be driven continuously by the main rotator 91G at a predetermined rotation ratio (in the eighth embodiment, a speed increase ratio). The rotation ratio (reciprocal of the gear ratio) of each of the slave rotors 92G1 and 92G2 with respect to the main rotor 91G is arbitrarily set, for example, 0.5 to 2. In the eighth embodiment, the value is 1.3. As a result, the angular velocities of the sub rotators 92E1 and 92E2 are higher than the angular velocities of the main rotator 91E.

  The length and position of the first contact portion 93E1 and the first regulating portion 94E are set such that the first contact portion 93E1 and the first restricting portion 94E come into contact with each other when the main rotating body 91G rotates rightward (in the direction of the arrow R1). The length and position of the second contact portion 93E2 and the second regulating portion 95E are set such that the second contact portion 93E2 and the second restricting portion 95E come into contact with each other when the main rotating body 91G rotates leftward (in the direction of the arrow R2).

  FIG. 16A shows the operation when the main rotating body 91G rotates rightward. FIG. 16B illustrates an operation when the main rotating body 91G rotates leftward. As shown in FIGS. 16A and 16B, when the main rotator 91G rotates, the slave rotators 92G1 and 92G2 rotate in the same direction with respect to the main rotator 91G.

  When the steering wheel 11 is operated by turning the steering wheel 11 from the neutral position to the right to the maximum steering angle, as shown in FIG. 15, the main rotating body 91G and each of the restricting portions 94E and 95E move rightward from the neutral position Pn2 (arrow R1). Direction). At the same time, each of the driven rotors 92G1 and 92G2 and each of the contact portions 93E1 and 93E2 also turn right. As shown in FIG. 16 (a), when the first restricting portion 94E turns from the neutral position Pn2 rightward to the right restricting position P1E by the maximum angle θE, the first restricting portion 94E makes a first contact portion with the first restricting portion 94E. 93E1 hits. Therefore, the rotation of the first contact portion 93E1 is regulated by the first regulating portion 94E. That is, although the first contact portion 93E1 rotates rightward, further rotation is restricted by the first restricting portion 94E. As a result, the rotation of the first subordinate rotator 92G1 and the main rotator 91G meshing with the first subordinate rotator 92G1 is restricted.

  On the other hand, when the steering wheel 11 is operated by turning the steering wheel 11 from the neutral position to “left” up to the maximum steering angle, as shown in FIG. 15, each of the restricting portions 94E and 95E moves from the neutral position Pn2 to the left (in the direction of arrow R2). spin. At the same time, the contact portions 93E1 and 93E2 also turn left. As shown in FIG. 16 (b), when the second restricting portion 95E has turned from the neutral position Pn2 to the left restricting position P2E in the left direction by the maximum angle θE, the second restricting portion 95E has the second contact portion. 93E2 hits. Therefore, the rotation of the second contact portion 93E2 is restricted by the second restriction portion 95E. That is, although the second contact portion 93E2 rotates leftward, further rotation is restricted by the second restricting portion 95E. As a result, the rotation of the second subordinate rotator 92G2 and the main rotator 91G meshing with the second subordinate rotator 92G2 is restricted.

  Further, in the vehicle steering device 10G of the eighth embodiment, the arbitrary operation range restricting device 80G is combined with the operation range limit specifying device 90G. Therefore, the size of the vehicle steering device 10G can be reduced.

  The optional operation range restricting device 80G includes a solenoid 82 and a main rotating body 91G. More specifically, the main rotating body 91G also serves as the locking wheel 81 of the first embodiment (see FIG. 2). On the outer peripheral surface of the main rotating body 91G, a plurality of unevennesses 91b having an equal pitch are arranged in a circumferential direction with respect to the main rotation center line CL1. The plurality of concavities and convexities 91b are configured by concave portions that are recessed from the outer peripheral surface of the main rotating body 91G or convex portions that protrude from the outer peripheral surface. The pitch of the plurality of irregularities 91b corresponds to the pitch of each tooth 81a of the locking wheel 81. The tip portion 82b (engaging portion 82b) of the plunger rod 82a can directly engage with the plurality of irregularities 91b.

<Example 9>
Ninth Embodiment A vehicle steering device 10H according to a ninth embodiment will be described with reference to FIG. FIG. 17 is shown corresponding to FIG. The vehicle steering device 10H of the ninth embodiment is different from the operation range limit defining device 90G of the vehicle steering device 10G of the eighth embodiment shown in FIGS. 14 to 16 in the operation range limit defining device 90H shown in FIG. It is characterized by being changed, and the other configuration is the same as that of the eighth embodiment, and therefore, the description is omitted.

  The operation range limit defining device 90H according to the ninth embodiment includes one main rotator 91G, one sub rotator 92G1 (corresponding to the first sub rotator 92G1), a first contact portion 93E1, and a second contact portion. 93E2, a first restricting portion 94E, and a second restricting portion 95E. The combination structure of the main rotator 91G and the sub rotator 92G1 is constituted by a belt-type transmission mechanism.

  The main rotator 91G and the sub rotator 92G1 are located on the orthogonal line Lo. The first contact portion 93E1 and the first regulating portion 94E are located on one side with respect to the orthogonal line Lo. Further, the second contact portion 93E2 and the second regulating portion 95E are located on the other side with respect to the orthogonal line Lo.

  When the steering wheel 11 is turned from the neutral position to the "right" to the maximum steering angle and operated, as shown in FIG. 17, the main rotating body 91G and the restriction portions 94E and 95E rotate rightward (in the direction of the arrow R1). . At the same time, the subordinate rotating body 92G1 and the contact portions 93E1 and 93E2 rotate rightward. When the first restricting portion 94E rotates rightward from the neutral position Pn2 by the maximum angle θE, the first contact portion 93E1 contacts the first restricting portion 94E. Therefore, the rotation of the first contact portion 93E1 is regulated by the first regulating portion 94E. That is, although the first contact portion 93E1 rotates rightward, further rotation is restricted by the first restricting portion 94E. As a result, the rotation of the slave rotator 92G and the main rotor 91G meshing with the slave rotator 92G1 is restricted. The same applies when the steering wheel 11 is turned from the neutral position to “left” to the maximum steering angle and operated.

The above description is summarized as follows.
The vehicle steering device 10 (10A to 10H)
One main rotating body 91 (91E, 91G) rotatable by steering of the steering wheel 11,
It has a rotation center line CL2 radially offset with respect to the rotation center line CL1 of the main rotator 91 (91E, 91G), and has a rotation ratio different from that of the main rotator 91 (91E, 91G). One or a plurality of slave rotors 92 (92D, 92E1, 92E2, 92G1, 92G2) which can be driven by receiving rotation of the main rotor 91 (91E, 91G);
One or a plurality of contact portions 93 (93E1, 93E2) provided on the driven rotor 92 (92D, 92E1, 92E2, 92G1, 92G2);
One first regulating portion 94 (94E) for regulating the range of the rotation angle to one of the contact portions 93 (93E1, 93E2);
And one second restricting portion 95 (95E) for restricting the range of the rotation angle of the contact portion 93 (93E1, 93E2) to the other.

  Therefore, the subordinate rotating bodies 92 (92D, 92E1, 92E2, 92G1, 92G2) are arranged radially with respect to the main rotating body 91 (91E, 91G). The main rotating body 91 (91E, 91G) and the subordinate rotating bodies 92 (92D, 92E1, 92E2, 92G1, 92G2) are arranged in a direction orthogonal to the rotation center line CL1 of the main rotating body 91 (91E, 91G). Is done. In other words, the slave rotors 92 (92D, 92E1, 92E2, 92G1, 92G2) are not arranged in series in the axial direction along the rotation center line CL1 of the master rotor 91 (91E, 91G). As a result, the size of the steering shaft 21 of the vehicle steering device 10 (10A to 10H) can be reduced in the axial direction. In addition, the main rotator 91 (91E, 91G) can continuously drive the sub rotator 92 (92D, 92E1, 92E2, 92G1, 92G2). For this reason, the contact sensation does not occur on the way within the rotation allowable range of the steering wheel 11. The downsizing of the steering shaft 21 of the vehicle steering apparatus 10 (10A to 10H) in the axial direction and the prevention of a sense of contact within the allowable rotation range of the steering wheel 11 can be achieved at the same time.

  In addition, by appropriately setting the rotation ratio between the main rotating body 91 (91E, 91G) and the sub-rotating body 92 (92D, 92E1, 92E2, 92G1, 92G2), the steering allowable range of the steering wheel 11 is set to the neutral position. , And can be set in any range over 360 ° from left to right.

  Further, the first restricting portion 94 (94E) and the second restricting portion 95 (95E) are used for various optimal portions such as the steering shaft 21, fixed members such as the housing 61, and the main rotating body 91 (91E, 91G). Can be provided. For this reason, the degree of freedom in the arrangement of the first restricting portion 94 (94E) and the second restricting portion 95 (95E) increases.

Further, as shown in FIGS. 10, 13, and 15,
The slave rotors 92E1, 92E2 (92G1, 92G2) are a first slave rotor 92E1 (92G1) and a second slave rotor 92E2 (92G2),
The contact portions 93E1 and 93E2 are
A first contact portion 93E1 provided on the first sub-rotating body 92E1 (92G1) and regulated by the first regulating portion 94E;
A second contact portion 93E2 provided on the second sub-rotating member 92E2 (92G2) and regulated by the second regulating portion 95E.

Further, as shown in FIGS. 4, 8, 10, and 13,
The main rotating body 91 (91E) is a main gear 91 (91E) constituted by gears.
The driven rotator 92 (92D, 92E1, 92E2) is a driven gear 92 (92D, 92E1, 92E2) formed by a gear.

Further, as shown in FIG.
It further includes transmission gears 101, 101 interposed between the main gear 91E and the slave gears 92E1, 92E2.

Further, as shown in FIGS. 6, 8, and 12,
An engaging portion 82b (83) capable of engaging and disengaging the teeth of at least one of the main gear 91 (91E) and the slave gear 92 (92D, 92E1, 92E2) is provided. It also has more.
For this reason, since the arbitrary operation range restricting devices 80 and 80A to 80F and the operation range limit specifying devices 90 and 90A to 90F can be shared, the number of parts can be reduced accordingly.

Further, as shown in FIGS. 15 and 17,
The main rotating body 91G is a main pulley 91G constituted by a pulley,
The driven rotators 92G1 and 92G2 are driven pulleys 92G1 and 92G2 formed by pulleys,
An endless member 111 is hung between the main pulley 91G and the slave pulleys 92G1 and 92G2.
For this reason, compared with the case where a gear is adopted, there is no backlash due to tooth backlash or the like, and the steering feeling can be further enhanced.

Further, as shown in FIG.
At least one of the main pulley 91G and the slave pulleys 92G1 and 92G2 has a plurality of irregularities 91b arranged in a predetermined phase on an outer peripheral surface or a side surface thereof,
An engaging portion 82b (83) capable of engaging and disengaging the plurality of irregularities 91b is further provided.
For this reason, since the arbitrary operation range regulating devices 80G to 80H and the operation range limit defining devices 90G to 90H can be shared, the number of parts can be reduced accordingly.

As shown in FIG. 1, the vehicle steering device 10 (10A to 10H) includes a steering unit 12 that generates a steering input of the steering wheel 11 and a steering unit that steers the steered wheels 13, 13. 14 and is mechanically separated,
The steering unit 12 includes a steering shaft 21 provided with the main rotating body 91 (91E, 91G), and a reaction force generating unit 22 (a reaction force applying actuator 22) for applying a steering reaction force to the steering shaft 21. ).

  The vehicle steering devices 10, 10A to 10H according to the present invention are not limited to the embodiments as long as the functions and effects of the present invention are exhibited.

  Further, the vehicle steering devices 10, 10A to 10H are for a steer-by-wire type vehicle that is mechanically completely separated without interposing a clutch 15 between the steering unit 12 and the steering unit 14. It may be a steering device.

  In addition, each embodiment can be arbitrarily combined or replaced as long as the functions and effects of the present invention are exhibited. For example, any two or all of the worm wheel 24b, the locking wheel 81, and the main rotating bodies 91, 91E, 91G may be integrally formed (configured), or the worm wheel 24b may be formed of two transmission gears 101. , 101 (see FIG. 13), and the locking wheel 81 may be provided on the second sub-rotating member 92E2. In this way, by consolidating the members, the number of parts can be reduced.

  The main rotating bodies 91, 91E, and 91G only need to be configured to be rotatable by steering of the steering wheel 11, and are not limited to the configuration provided on the steering shaft 21. In addition, the main rotating bodies 91, 91E, and 91G can be formed integrally with the steering shaft 21 or as a separate member.

  The main gears 91 and 91E, the slave gears 92, 92D, 92E1 and 92E2, and the transmission gear 101 include spur gears, helical gears, bevel gears, and the like.

  In addition, the shapes, sizes, and arrangements of the contact portions 93, 93E1, 93E2, the first restriction portions 94, 94E, and the second restriction portions 95, 95E are not limited to the above-described embodiment.

  The vehicle steering devices 10, 10A to 10H of the present invention are suitable for being mounted on an automobile.

Reference Signs List 10, 10A to 10H Vehicle steering device 11 Steering wheel 12 Steering unit 13 Steering wheel 14 Steering unit 22 Reaction force generation unit 23 Reaction force motor 24 Worm gear mechanism 24a Worm 24b Worm wheel 80 Arbitrary operation range restricting device 81 Lock wheel 82 regulating part 82b, 83 engaging part 91, 91E, 91G main rotating body 91b unevenness 92, 92D slave rotating body 92E1, 92G1 first slave rotating body (slaving rotating body)
92E2, 92G2 2nd secondary rotating body (secondary rotating body)
93 Contact part 93E1 First contact part (contact part)
93E2 Second contact part (contact part)
94, 94E First regulating part 95, 95E Second regulating part 101 Transmission gear 111 Endless member CL1 Rotation center line of main rotating body CL2 Rotation center line of slave rotating body

Claims (8)

One main rotating body rotatable by steering a steering wheel;
A rotating center line radially offset from the rotating center line of the main rotating body, having a rotation ratio different from that of the main rotating body, and being driven by receiving rotation of the main rotating body. One or more sub-rotators capable of
One or more abutting portions provided on the driven rotor,
One first regulating portion for regulating a range of the rotation angle to one of the contact portions;
One second restricting portion for restricting the range of the rotation angle of the contact portion to the other,
A steering device for a vehicle, comprising: The secondary rotator is a first secondary rotator and a second secondary rotator,
The contact portion is
A first contact portion provided on the first sub-rotating member and regulated by the first regulating portion;
A second contact portion provided on the second sub-rotating member and regulated by the second regulating portion;
2. The vehicle steering apparatus according to claim 1, wherein: The main rotating body is a main gear constituted by gears,
The driven rotator is a driven gear constituted by gears.
The vehicle steering apparatus according to claim 1 or 2, wherein   The vehicle steering device according to claim 3, further comprising a transmission gear interposed between the main gear and the slave gear.   4. The device according to claim 3, further comprising an engaging portion capable of engaging and disengaging the teeth of at least one of the main gear and the slave gear. 5. The vehicle steering device according to 4. The main rotating body is a main pulley constituted by a pulley,
The slave rotator is a slave pulley constituted by a pulley,
An endless member is hung between the main pulley and the slave pulley,
The vehicle steering apparatus according to claim 1 or 2, wherein At least one of the main pulley and the slave pulley has a plurality of irregularities arranged in a predetermined phase on an outer peripheral surface or a side surface thereof,
The vehicle steering apparatus according to claim 6, further comprising an engaging portion capable of engaging and disengaging the plurality of irregularities. A steering unit in which a steering input of the steering wheel is generated, and a steering unit that steers a steered wheel, are mechanically separated from each other,
The steering unit includes a steering shaft provided with the main rotating body, a reaction force generating unit that applies a steering reaction force to the steering shaft, and an arbitrary operation that can arbitrarily restrict a steering range of the steering wheel. And a range control device,
The reaction force generator includes a reaction motor that generates a steering reaction force, and a worm gear mechanism that transmits the steering reaction force to the steering shaft.
The worm gear mechanism includes a worm gear driven by the reaction force motor, and a worm wheel meshed with the worm gear and attached to the steering shaft.
The optional operation range restricting device includes a locking wheel attached to the steering shaft, and a restricting portion that can be engaged with the locking wheel.
The main rotating body is formed integrally with at least one of the worm wheel and the locking wheel,
The vehicle steering device according to any one of claims 1 to 7, wherein:

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